Internal-combustion engine



I H 1 a March 8, 192?". F. E. ASELTINE 6 9 i965 INTERNAL COMBUSTION ENGINE Filed April 2, 1923 2 Sheets-Sheet 1 MW L/En??? 2% r W. B I JIM 92m "f Patented Mar. 8, 1927. i i UNITED STATES PATENT OFFICE.

FRED E. ASELTINE, OF DAYTON, OHIO, ASSIGNOR TO GENERAL MOTORS' RESEA ROH CORPORATION. OF DAYTON, OHIO, A CORPORATION OF DELAWARE INTERNAL-COMBUSTION ENGINE.

Application filed April 2, 1923. Serial No. 629,261.

This invention relates to means for conbe discharged by the fan in the surrounding trolling the heat within an internal-comatmosphere. bustion engine and particularly within the In order that the.engine may warm up combustion chamber. quickly when being started the amount of Among the objects of the invention are to air drawn past the cooling fins should be 60 provide means responsive to the temperature very little as compared to that necessary of the engine for controlling the cooling sysfor cooling the engine during running under tem of the engine and for controlling the load. Therefore the air circulating apparatemperature of the fuel mixture passing into tus is provided with mechanism responsive the engine, in order that the engine fuel may to the temperature of the engine forcon- 65 arrive at the combustion chamber in a controlling the air circulation, in order that the dition to be readily ignited and in order to circulation may be less when the engine is permit sufficientheat to be retained by the cold, and greater when the en ine is hot. engine so that the engine may operate effi- That part of the draft tube 23 between the ciently but without excessive heating. cylinders and the fan 27 namely the mani- 70 Another object of the invention is to pro fold portion 25, is provided with an openvide means for controlling the circulation ing 35 in the side thereof which may be of air about or past an engine cylinder in closed by shutter or valve 36 pivoted at 37 response to the temperature of the cylinder. and provided with a counterbalance 38 Further objects and advantages of the which acts as a stop as shown in Fig. 2. 75 present invention will be apparent from the The valve 36 is provided with an arm 39 following description, reference being had connected by link 40 with the free end 41 to the accompanying drawings, wherein a of a coil of thermostatic metal in which the preferred embodiment of the present inven steel layer 1s located on the outside and the tion is clearly shown. brass layer on the inside as viewed in Fig.

In the drawings: 1. When the coil 42 is heated the free end Fig. 1 is a side elevation of an internal- 41 will move downwardly as viewed in the combustion engine including the present indrawings to close the valve 36 thereby in vention, certain parts being broken away; creasing the circulation of air about the so and cylinders as produced by the fan 47. Nor- Fig. 2 is an end elevation looking in the mally the valve 36 is open and a degree of direction of arrow 2 of Fig. 1, the draft opening de ends on the outside temperature. tube being shown in section. In very co d weather the opening will be Internal-combustion engine 20 includes a the maximum and in warmer weather the plurality of cylinders 21 provided with airopening will be slightly less. This feature cooling fins or fin loops 22 attached preferis advantageous since it provldes for less cirably by a method and apparatus described culation of an about thecylmders during in co-pending application of Charles F. the warming up period 1n cold weather than Kettering, Serial No. 514,014, filed Novemduring the warming up per1od n warm her 9, 1921. The finned portions of the weather.

cylinders are surrounded by a draft tube As the engine becomes heated during its 23 having a skirt portion 24 and overhead self operation the valve 36 .will move to or manifold portion 25 which terminates closed posltion more or less depending on in a circular orifice 26 at one end of the enthe amount of heat develo ed bythe engine gine. An air cooling fan 27 having an incylinders thereby controlling the air circutake 28 in communication with the,outlet lating system so that the cylinder wlll be orifice 26 is mounted upon the engine by kept at the proper tem peratu re for efficient means including a bracket 29, and is driven operation. The air clrculatmg system 1s b an of a pulley 30 and belt 31 conconstructed so that when the valve 36 1s en nected with an engine pulley not shown. tirely closed the necessary amount of air As more fully described in the co-pendin W111 bedrawrr past the cylinders to prevent application of Charles F. Kettering and excesslv hea mgr Charles R. Short, Serial No. 553,938, filed The thermostat 42 may be located in any- April 17, 1922, rotation of the fan 27 causes convem ntpos tlon Wlth resp ct to the en air to be drawn upwardly along the cooling gme but 1s preferablymounted dlrectly over fins 22 through the manifold25 and then to one of the engine cylinders upon a su1table 110 to provi e for the vaporizing of the fuel and the efficient operation of the engine under varying cond1tions of the temperature.

Generally during the operation of the engine, engine heat will be conducted from the cylinders to the intake manifold to warm up the mixture; but, during the starting of the engine, before the intake is warmed up, it is desirable to warm the air passing into the carburetor. For this purpose there is provided a stove 50 providing a jacket around a portion of the exhaust pipe 44 into which air can enter as indicated by the arrow 51 and pass out as indicated by arrow 52 into a pipe 53 leading to the carburetor 54, attached to the engine intake 55. The pipe 53 is provided with a branch passage 56 communicating directly with the atmosphere. The valve 57 is mounted on a shaft 58 provided with an arm 59 attached,

by link 60 to the free end 41 of thermostat 42. This valve 57 controls the passage of air directly from atmosphere or from the stove 50 to the carburetor 54.. When the engine is cold the valve 57 will be in a posi-- ment depending on the temperature surrounding the head of the engine cylinder head. As the engine heats up the intake will receive heat from the engine to heat the fuel mixture, and communication between the carburetor and the stove can be partly or Wholly closed depending on cylinder head temperature.

From the foregoing it is apparent there has been provided means for controlling the operation of the engine in accordance with its temperature so that the engine may warm up quickly and vaporize its fuel properly for the effective operation of the engine. By providing for the quick warmingup of the engine a waste of fuel is prevented and also claims which follow:

' What I claim is as follows:

1. In an engine cooling system, the combination with air circulatingv means including a draft tube arranged adjacent the head of the engine and surrounding a portion thereof, and a fan driven by the engine and adapted to induce a flow of air past the portion aforesaid and throughsaid draft tube by suction, said draft tube having an opening through which air may enter thereinto without flowing past the engine cylinder; a valve carried by said draft tube and adapted to control the How of air thereinto throu 11 said opening; and a thermostat operative y connected with said valve to control the same. 7

2. In a multiple cylinder internal combustion engine, a draft tube arranged adjacent and extending along the heads of the cylinders of the engine and partially down the sides thereof, so that air may flow past said cylinders and into said draft tube; a fan driven by the engine and located at one end of said draft tube; and which fan is adapted to produce a flow of air past said cylinders and into said draft tube by suction, said draft tube having an opening therein extending longitudinally thereof; a pivotally supporting valve carried by said draft tube and adapted to control the flow of air through said opening; and athermostat operatively connected with said valve and adapted to operate the same, to thereby regulate the flow of air into said draft tube. I

In testimony whereof I hereto affix my signature; 

